Motor-controlling apparatus



April 17, 1928.

J. K. MICKLEY MOTOR CONTROLLING APPARATUS Filed Marqh 26/1927 INVENTOR JK-M/cik/ef,

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Patented Apr. 17, 1928.

UNITED STATES PATENT OFFICE.

JOSEPH K. MICKLEY, O13 WESTERN SPRINGS. lLLlNOlS, ASSIGNOB TO THE UNION SWITCH & SIGNAL COMPANY. 01 SVJISSVALIE. PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

MOTOR OONTBOLLING APPARATUS.

Application filed March 26, 1927.

My invention relates to motor controlling ap imratus. and particularly to apparatus for controlling a motor from aremote point. Apparatus embodying my invention is pan ticulariv adapted for. though in no way limited to, use in railway braking systems conr prising a braking bar located in the trackway and actuated by a motor controlled trom a distantpoint.

1 will describe two forms of motor controlling apparatus embodying my invention. and will then point out the novel feature thereof in cla ms.

in the accompanying drawing, Fig. 1 is :1 view. partly diagrammatic. illustrating one term of railway braking system including motor controlling apparatus embodying my invention. Fig. .2 is a diagrannnatie view showing a mod fication of the motor controlling apparatus illustrated in Fig. 1, and also embodying my invention.

Similar reference cluiraeters re ter to similar parts in both views.

Referring first to Fig. l. the reference characters 1 and l designate the track rails of a stretch of railway traelt. Located on opposite sides of rail 1 and extending parallel therewith are two braking bars 2 and 3. Similar braking bars 2 and 21 extend parallel with rail 1 on opposite sides thereot.

The braking bars 2. 3. 2 and 3" are operate/l hv a motor. which as here shown is of the fluid pressure type and comprises a cylinder A containing a reciproeable piston to wh ch is attached a piston rod 13. The braking bars are eperatively connected with the piston rod 13 through suitable linkworlt ncluding a bell crank 5 and a lever t pivoted at point t. Then piston 14 moves to the left each braking bar is moved toward the as oc ated rail into its braking position in which t engages a side of a wheel of a railwnv vehicle traversing the rails 1 and 1. When the piston 14 moves to the right. howover. into the position in which it is illustra ed in the drawing. the braking bars are moved awav from the associated rails out t n'z'agenient with the wheels of a passing vehicle and the bars then occupy their nonn-alqing' positions.

The supply of fluid pressure. usually ressetl air. to the cvlinder A is controlled by main air valves 27, 30, 33 and 35 Serial No. 178,682.

which main valves are in turn controlled by three electromagnetic pilot valves R, P and N. Each of these pilot valves con1- prises a valve body 18 having a valve stem 19 therein controlled by a magnet: designatcd by the reference character 1'? with a suitable distinguishing expouent. The valve stem l9 biased to its upper or normal position by a spring 20 and when in such position connects the associated pipe 22 with atmosphere through a port 21.. When magnet 17 is energized the stem 19 moves downwardly against the bias exerted by spring 20. to its reverse position, and the associated pipe is then disconnected from atmosphere end is connected with a source of tluid pressure. not shown in the drawing, through pipe 38.

The main air valves are located in a valve body' 39. This body contains a cylinder having a. reciprocable piston 24 therein. The upper side of this piston is subjected to the pressure in pipe 22 from valve R. arried by piston 2 1- is the main valve 27 biased to its upper or normal position by spring 28. When valve R. is de-energized. piston 24 and valve 27 are in their upper positions and port 37 is d sconnected from port 25 and pipe 15 leading to the righthand end o-F cylinder A. H. however, pilot valve R is energized. valve 27 is opened so that fluid pressure flows from pipe 38, through port 37. valve 27. port 25 and pipe '15 to cylinder A. thereby driving piston 14. to the left and forcing the braking bars to ward the rails.

Valve body 39 also contains a piston 29 which is controlled by valve P. Piston 29 in turn controls the main air valve 30 adapted to at times connect port 25 with atmos phere through port hen valve P is rte-energized and valve 97 is closed, piston 99 and valve 30 moved into their lower positions as shown in the d awings under the influence of grav ty. When valve 27 is open, however. fluid pressure in port- 25 will raise valve 30. allowing this Fluid pressure to exhaust to atmosphere through port 3] unless valve P is energized. When valve P is energ zed. the upper side of p ston 29 is exposed to the pressure i the associated pipe 22. ince' the area ot piston 29 is greater than that of valve 30 the valve 30 will be held in its lower )osition even if valve 27 is oven l closed.

and. communication between ports 25 and 31 will thus be interrupted.

In similar manner valvell controls the pressure. applied to the upper side of piston reciprocable in valve body 39 and controlling the two main air valves 33 and 35. A. spring 36 biases the piston and the valves controlled thereby to their upper positions in which pipe 16 leading to the left-hand end of cylinder A is connected with atmos' phere through port 40, valve 33 and port 34:. l i hen valve N is energized, pressure from pipe 22zforcespistou 82 downwardly closing valve 33 and opening valve 35. thus supplying fluid pressure to the left-hand end of cylinder A through port 37, valve 35, port l0 and pipe 16.

The pilot valves R, P and N are controlled in part by a series of pressure re sponsive devices D, E, F and G, each com prising a Bourdon tube 12 communicating with the. right-hand end of cylinder A through a pipe 6. Each liouroon tube 12 controls a contact 7 in such maimer that all of the contacts 7 are normally closed, but that the contacts of the several device"; I), E, F and G- open successively as the pressure in the cylinder increases. For example, I will assume that contact 7 of device G is open when the pressure in the right-hand end of the cylinder A .is above 20 pounds per square inch and that the contacts of the remaining devices F, E and D are open when this pressure exceeds 40, 60 and pounds per square inch, respectively.

The magnet :17 of pilot valve R may be controlled by contact 7 of any one of the devices, D, I), F or G, this selection being accomplished by means o i'f a selector designated by the reference character H. Theselector H may be located at a point "remote "from the braking apparatus, as inthe control cabin of a classificationyard car rctarder system, and in the term here shown; comprises a manually operable lever 8 adapted toengage any one of several fixed contacts each designated by the reference character 10 with a suitable distinguishing exponent. Opcratively connected with lever 8 is a second levcr 9 adapted to engage any one ot a plurality of fixed contacts 11 each provided with a distinguishing exponent. The connection between levers Sand 9 is such that when contact 811'() is closed contact 911 is also Similarly, when any contact controlled bylever 8 is closed, the corresponding contact controlled by lever 9 is also closed. The selector H also comprises a segment contact 11 so disposed that When lever 9 engages any one of the contacts 11 11, 11 or 11 the lever also engages the segment contact 11 butthat lever '9 does 'not engage segment 11 when contact 10 is closed.

The selector H controls the supply of energy to the magnets 17, 17 and 17* from a source of energy such as a battery 51 having an intermediate point thereon constantly connected with one terminal of each of the magnets through a conductor 54. ()no terminal of the battery 51 is connected with lever 8 and the other terminal of the battery 51 is connected with lever 9.

Pilot valve N provided'with a circuit which may be traced from the upper terminal of battery 51, through contact- 8-10 of selector H, wire 55, comluctor 56, asymmetric unit 50, magnet 1'4 and conductor 5st, to battery 51. hen this circuit is closed the polarity of the current suppliedto the circuit such that the current passes freely through the asymmetric unit 50 and magnet 1 7 is therefore energized. l Vhen contact 9-l1 of selector H is closed, a circuit is closed for magnet 17 which may be traced from the intermediate point of bat tery 51 through conductor 54,1naguet 17 asymmetric unit 49, conductor 56, wire 57, contact 911 of selector H, to the terminal oi battery 51. Magnet 1'? is therefore encrgized. It will be seen that by virtue of this circuit current is supplied to the magnet .17 over the same two co1'1ductors and 54 as were used for supplying energy to magnet 17 but the polarity of the current supplied to these conductorsover the circuit just traced is opposite to the polarity of the current supplied to the conductors when contact 8---10 is closed. It follows that the asymmetric unit 50 prevents the supply of current to magnet 17 when contact -41" is closed. In similar mannerthe asymn'ietric unit 49 prevents the supply of current to .n'iagnet 17 when Contact 8-1O is closed.

The magnet- .17 is provided with a plural-ity of circuits each including an asymmetric unit and a contact 7 of one of the fluid pressure responsive devices D, E. F and G. For example. when contact 8-10 o't selector H closed, current flows from the upper terminal, of battery 51,1l1lt'1l1Q5l1 contact 81O wire 58, conductor 59. asyiumetric unit 48, contact 7 of device G. wire 61., magnet 17 and conductor back to battery 51 Conductor 59 is also connec d with wire 61 through an asymmetric unit ll" and contact- 7 of device F, but the polarity of the current supplied over the circu t just traced when contact 8-10 is closed is such that this current can flow through asynu metric unit 48 but cannot flow througz h asymmetric unit 47. It "follows that when contact 81O oi selector H is closed, man'- net 17 is energized if and only it contact 7 of device G is also closed. It the pressure in the right-hand end of cylinder A rises above 20 pounds per square inch so that device G opens its associated contact 7 the magnet 17 becomes de-energizcth even though contact 7 of device F is closed, lie-- lllll lll) cause current. cannot flow through the branch including the latter contact and asymmetric unit- 47. \Vhen contact 9 11* is closed, however. the lower terminal of battery 51 is connected through wire 60 with conductor 59 and the polarity of the current supplied to uragnet 17 is then such that this current will flow through unit 17 and contact 7 of device F. It will he apparent that current of the polarity then supplied to magnet l7 cannot flow through asymmetric unit 48.

Conductor 63 is connected with wire 61 through two paths, one passing through asymmetric unit 46 and contact 7 of device E. and the other passing asymmetric unit and contact 7 of device D; \Vhcn contact 810 ot' selector H is closed the upper terminal of battery 51 is connected, through wire 62 with conductor 63, and when contact 9--l1 is closed the lower terminal of battery 51 is connected with conductor 63 through wire (it. It follows that the asymmetric units 45 and 46 permit the control of magnet 17 by device D or device E according as contact 9-11 or contact 8--10 of selector H is closed.

The asymmetric units 4:5. 46. i7, 48, t9 and may be of any suitable type. such for example as the type disclosed and claimed in an application for Letters Patent ot the lnited States, Serial No. 1.111. tiled Jan. 7. 192, by Lars O. Grondahl. for uni-directional current carrying devices.

In explaining the operation of: the apparatus as a whole I will first assume that the parts occupy the positions in which they are shown in the drawing. Under these conditions all the contacts of the selector H are open so that all of the valves R. P and N are (lo-energized: valves 27 and 35 are therefore closed. and valve 33 is open. Valve 30 is closed due to the weight of the piston 99. Piston 14 of motor A occupies its right-hand position and the braking bars are retracted. he supply of pressure to both ends of motor A is interrupted and contacts 7 of devices D. E. F and G are all closed. It the operator wishes to move the braking bars to their braking positions he actuates selector H to energize magnet 17 and magnet 17. For example, if the operator wishes to apply pressure of 20 pounds per square inch to the cylinder A. he moves the selector H to the position in which contact Sl0' is closed. In this position of the selector contact 9-11 is also closed. Magnet 1'? is therefore energized and magnet 17 is energized over contact 7 of device G. Valve 30 is theret'orc held closed and valve 27 is opened to admit pressure through pipe '15 to the right-hand end ol. cylinder A. The braking bars are therefore moved to their braking positions. When the pressure in cylinder A reaches 20 pounds per square inch. contact 7 of device Gr opens, interrupting the circuit for magnet 17 and allowing valve 27 to close. Magnet 17 remains energized, however. and valve 30 remains closed so that the pressure is maintained in cylinder A. Should this pressure he reduced. as by leakage. to a value below 20 pounds per square inch. the consequent closing of contact 7 of device (i would rcopcn valve 2'? and permit pressure..to be restored to 20 pounds per square inch. in similar fashion it the selector H is inovcd to a position in which the valve R is controlled over any of the other devices 1). l) or F. the pressure in cylinder A will he maintained at a value which will open the contact 7 of the device then controlling magnet 17. It the operator wishes to restore the apparatus to its normal condition he first moves the selector to the po sition in which contact ll1 is open thereby energizing magnets 17 and 17 and allowing the pressure in the right-hand end of cylinder A to exhaust to atmosphere through valve 30 and port 31. The operator then closes contact 810 thereby reversing valve N and supplying fluid pressure to the left-hand end of cylinder The piston 14 is therefore returned to its right-hand position. in which position it is shown in the drawing. It the operator then opens contact S 'lO- the consequent de-energization of magnet l'T restores the apparatus to its normal condition by venting the left-hand end of cylinder A to atmosphere through valve 33 and port 34.

The four asymmetric units 45.46.47 and 48 may be replaced by only two asymmetric units as shown in Fig. In this view the apparatus is the same as in Fig. 1 except that the wire 61 is connectei'l with a wire 66 t'lirinigh an asynuncti'ic unit a.) and with a wire through an oppositely disposed asymmetric unit 52. lVire (i6 is connected with conductor 63 through contact '7 of device id. and with conductor through contact T of device G. In similar manner wire ($5 is connected with conductor 63 through contact T of device l) and with conductor 59 through contact 7 of device l It will he plain that when contact 8l(l' ot' selector H is closed. current flows over contact '7 of dcviceG, through asymmetric unit 53 to magnet 17. The asymmetric unit 52 prevents the flow of current under these conditions from conductor 59 through circuit 7 of device F o magnet 17. If contact 9ll" of selector H is closed. current flows over contact 7 of device F and asymmetric unit 53 to magnet 17. and unit 52 then prevents the flow of current through contact 7 of device (1}. In similar manner the units 52 and 53 select between. contacts IT 01' devices D and E depending upon the polarity of the current supplied to wire (33 and common wire 5 1. Thus when contact 81O is closed. current flows over contact 7 of device E and unit to magnet 17, and when contact 9---1l is closed current flows to magnet 17* over contact 7 ol? device I) and unit 52.

The operation of the apparatus is the same as described in connection with Fin. 1 and will be readily ui'iderstood without further explanation.

Une advantage of apparatus constructed in accordance with my invention. is that the en tire control of the brake operating motor may be accomplished over four conductors, 56, 54:, 63 and 59 extending between the selector H, and the motor. ciincc the oral:- ing apparatus is somtimes located a considerable distance from the control cabi.n,"the small number of line .wires between these points is a feature which may result in considerable economy.

Although I have herein shown and described only two terms of motor controlling apparatus embodying my invention, it is understood that various changes and modilications may be made therein within the scope of the appended claims without (lo-- parting fron'rthe spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In comhimition, a fluid pressure motor, a magnet for controlling the admission oil't tluid to said motor. two devices responsive to the fluid pressure in said motor. a manually operable selector. and two circuits lor said magnet both controlled by the selector and. each controlled by one of said devices and each including an asymmetric unit.

2. In combination, a fluid pressure motor, a source or current, a magnet for controlling, the fluid pressure supplied to said motor and having one terminal connected with an intermediate point of the source, two contacts re sponsive to the fluid pressure in said motor, and manually operable means for at times connecting one terminal of the source with the free terminal of the magnet through a first asymmetric unit and one said contact and for at other times connecting the other terminal. of the source with such 'lrce terminal of the magnet through a second. asymn'ietric unit and the other said contact.

3. In combination, a fluid pressure motor, a magnet for controlling the admission of fluid to said motor. two devices responsive to the fluid pressure in said motor, a manually operable selector, and means including asymmetric units for controlling the magnet by a selected one of such devices in accordance with the position of the selector.

1!. in combination, a fluid pressure motor, magnet for controlling the admission oi. fluid to said motor, two devices responsive to the fluid pressure in said motor, a manually operable selector, two asymmetric units, a first circuit tor said magnet controlled by one said device and including a contact of the selector and one of said asymmetric units, and a second circuit for said. magnet c-ontroiled by the other said. device and mcludinn another contact of the selectmr and rei niaining asymmetric unit.

5. in combination, a fluid pressure .n'iotor, a magnet for controlling the admission oi fluid to said ll'lOtOl', a contact rcspoi'isive to the fluid pressure in the i'notor, a source of current, means for reversibly connecting the source with said magnet ll'u'ough said. contact and a first asymmetric unit, and a branch around said contact and inchiding a second m ymmetric unit.

6. In combination, a fluid pressure motor, a magnet tor controlling the admission of fluid to said motor, two contacts responsive to the pressure in said motor, a pair of conducltu's, means for reversibly supplying current to the con .luctors, two asymu'ietric units, means including one said unit for supplying current of one polarity from the conductors to the magnet thrtmgh one of said. contacts, and means including the other saidunit for supplying current of the opposite polarity to the magnet through the remainingcontact. 7. in C(HDlJll'lfitlOll, a liuid pressure motor, magnet for controlling the admission of aid to said motor, two contacts responsive to the fluid pressure in said motor, a source of energy having; an intermediate point ll'iereo't connected with one terminal of the magnet, two asyn'unetric units, means in:- cluding one such unit and. one of said con-- tacts for connecting the conductor with the :tree terminal of the magnet. means including the other said unit and the other said. contact for connecting such :trce terminal of the magnet with the conductor, and manually operable means for connecting the con: ductor with one tern'iinal or the other of the source.

8. ln con'ibination, a fluid pressure motor, a pair of conductors, manually operable means for supplying the ctnuluctors with current of. one polarity or the other, a magnet for controllingthe admission of fluid pressure to the motor and having one ter minal connected with one of said conductors, two contacts responsive to the fluid pressure in the HIOiZOl', means for connecting" the free terminal of the magnet with the other conductor through said two contacts in parallel, a first asynunetric unit inserted in series with. one contact for permitting current of one polarity only to (low tl'irougrh the mag net and such one contact. and a second asymmetric unit inserted in series with the other contact for permitting current of the other polarity only to flow through the lungnet and such other contact.

9. In combination, a tluid pressure motor, a magnet for controlling the fluid pressure supplied to themotor, four contacts responsive to the fluid pressure in the motor, a first a ll Lao

conductor connected with one terminal of the magnet, a second and a third conductors, a first wire connected with the second and third conductors through a first and a second of the contacts respectively, a second Wire connected with the second and third conductors through a third and a fourth of the contacts respectively, a first asymmetric unit connecting the first wire with the free terminal of the magnet, a second asymmetric unit connecting the second wire with such free terminal of the magnet, and a manually operable selector for reversibly connecting a source of current with the first and second conductors or with the first and third conductors, depending upon the condition of the selector.

10. Railway braking apparatus comprising a cylinder containing a reciprocable piston, a braking bar actuated by the piston, a first magnet for controlling the admission of fluid pressure to one end of the cylinder, a second magnet for controlling the exhaust of fluid pressure from such one end of the cylinder, a third magnet for controlling the admission and exhaust of pressure from the other end oi the cylinder, a first conductor connected with one terminal of each said magnet, a second and a third conductor, a first asymmetric unit connecting the free terminal of said second magnet with the second conductor, a second asymmetric unit connecting the free terminal of the third magnet with the second conductor, two contacts responsive to the pressure in said one end of the cylinder, :1 third asymmetric unit connecting the free terminal of the first magnet with the third conductor through one of said contacts, a fourth asymmetric unit connecting such free terminal of the first magnet with the third conductor through the other said contact, and. a manually operable selector for reversibly connecting a source of current with the first and second conductors or with the first and third comluctors according to the position of the selector.

171. in combination, a fluid pressure motor, a magnet for controlling said motor, two contacts responsive to the pressure in the motor and arranged to operate at different pressures, a circuit for the magnet having two branches including said two contacts respectively, means for supplying current of one polarity or the other to said circuit, and asymmetric units interposed in said branches for permitting current of one p0- larity to low through the first branch but not the second and for permitting current of the other polarity to tlow through the second branch but not the first.

l2. In combination, a fluid pressure motor, a magnet for controlling said motor, two normally closed contacts responsive to the pressure in the motor and arranged to open successively as such pressure increases, a circuit for the magnet having two branches including said two contacts respectively, means for supplying current of one polarity or the other to said circuit, and two asymmetric units one included in each such branch for permitting current of one polarity to How through the first branch but not the second while permitting current of the other polarity to flow through the second branch but not the first.

In testimony whereof I aliix my signature.

JOSEPH K. MICKLEY. 

